I picked the RS4-style 20 inch alloys in coherence with the rest, favoring esthetics over reason. Switching over to a set of 18 inch VMR 710s as winter wheels was a nearly traumatic experience, confirming that it takes really large rims to give a muscular stance to the Sportback, fill those wheel arches and shorten the car. Among this long and onerous list of options, the adaptive cruise control turns out to be the least used. The idea sounds seductive for freeway commutes in denser traffic, but the minimum interval between vehicles is still too long to be compatible with contemporary conditions. It is only suitable for emptier stretches travelled at lawful speeds. I have not had the opportunity to use the tow hook yet.

The Audi Drive Select falls in the category of options you regret only if you don’t have them. It allows to switch between four modes, one of which is configurable along three dimensions,  gearbox, steering and damping, with three different settings for each. While the differences between settings are noticeable, the standard automatic setting is well suited 90% of the time. The custom settings only make sense if you have exotic taste, for example stiff steering and soft damping.

Suzuka Gray deserves a paragraph of its own. Launched with the R8 5.2 V10, it has reached near cult status among enthusiasts. Its hues are subtle, and in bright daylight, it is difficult to tell apart from a mundane – and much more affordable – Ibis white. Suzuka Gray earns its name in darker, shadowy light conditions where it becomes flat matte and distinctive. I might have opted for the gorgeous Daytona Gray if the supply of pigments had not been shut down for months by the tsunami that ravaged Sendai county in Japan after the 2011 earthquake.

Under the long hood sits the 3.0 TFSI V6 with direct fuel injection and turbocharger, with peak torque of 440 Nm from 2900 to 5300 rpm and 333 hp from 5500 to 7000 rpm. I did not find this engine charismatic at first, but over time, it proves to be a peach and displays a lot more character once well run in. Below 3000 rpm, it is discrete, supple and torquey, competent but otherwise unremarkable. The eastern half of the rev counter reveals a distinctive, surprisingly metallic surge. Unlike the wall of torque of its turbocharged cousins, there is a progressive build up in torque followed by a linear crescendo till the red line. Each upshift is stamped by a resounding “pop” sound, underlining the speed of the S-Tronic dual clutch gearbox. This V6 is incomparably more at ease and enjoyable at higher revs than the older V6 of the B5 generation S4 for instance.

Obviously, such a powertrain does not require high revs in usual traffic situations, the ample torque on tap is more than adequate in most circumstances. The absence of vibration allows to cruise effortlessly under 1500 rpm on taller gears, but should the need arise, a vigorous and lag free reaction is only a downshift away. I anecdotally measured the 100-150 km/h dash at 6.2 seconds, kickdown included, an exercize that a Porsche Panamera Turbo S performs in 5.5s, thanks to its 800 Nm overboost and 550hp. No better reference to illustrate the responsiveness of the 3.0 TFSI. It also does a good job at hiding its forced induction, the supercharger is totally quiet. My biggest criticism remains the lack of personality at low revs. The melody of the Audi RS3’s inline 5 is far more entertaining at socially acceptable pace.